Method of fitting tire-and-wheel assembled body to axle

ABSTRACT

Provided is a method of fitting a tire-and-wheel assembled body to an axle, which is capable of resolving imbalance in a state of fitting an assembled body including a tire and a wheel to an axle. In this fitting method, a tire is fitted to a wheel, and then core positions of fastening holes are, or a core position of a hub hole is, adjusted in the wheel to minimize an amount of eccentricity of an assembled body including the tire and the wheel.

This is a divisional application of Ser. No. 10/263,681, filed on Oct.4, 2002, now U.S. Pat. No. 6,783,188, the entire contents of which arehereby incorporated by reference.

BACKGROUND OF THE INVENTION

The present invention relates to a method of fitting an assembled bodyincluding a tire and a wheel to an axle, more specifically, to a methodof fitting a tire-and-wheel assembled body to an axle, which is arrangedto resolve imbalance in a state of fitting the assembled body includingthe tire and the wheel to the axle.

Upon fitting (engagement) of a tire and a wheel, dynamic imbalance in astate of assembling these elements has been heretofore suppressed to theminimum by aligning a light spot of the tire with a heavy spot of thewheel or by aligning a position of the maximum primary component of RFVof the tire with a position of minimum runout (RRO) of the wheel.

However, it is difficult to completely cancel out the imbalancepotentially possessed by each of the tire and the wheel even if theabove-mentioned fitting takes place. Accordingly, the imbalance stillexists in the assembled state. For this reason, a weight made of lead isfitted to the wheel to correct the imbalance of the assembled body, andthen the assembled body is fitted to a vehicle. Nevertheless, precisionupon fitting the assembled body to an axle of the vehicle is not alwayssufficient. Accordingly, there is also a problem of causing eccentricityin the event of fitting.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide a method of fittinga tire-and-wheel assembled body to an axle, which is capable ofresolving imbalance in a state of fitting the assembled body including atire and a wheel to the axle.

To attain the foregoing object, the present invention provides a methodof fitting a tire-and-wheel assembled body to an axle, in which a tireis fitted to a wheel including a plurality of fastening holes forallowing insertion of bolts of a car body portion, the fastening holesbeing arranged so as to effectuate free displacement of cores, and thencore positions of the fastening holes are adjusted to minimize an amountof eccentricity of the assembled body including the tire and the wheel.

In this way, the wheel including the fastening holes arranged toeffectuate free displacement of the cores is used and the core positionsof the fastening holes are adjusted such that the amount of eccentricityof the assembled body including the tire and the wheel is set to theminimum. Accordingly, it is possible to resolve imbalance in the statewhere the assembled body including the tire and the wheel is fitted toan axle. In this case, it is preferred to measure runout of theassembled body around a standard rotation axis of the wheel and todisplace all the cores of the fastening holes in the same direction as adirection from the standard rotation axis to a peak position of therunout.

As means for adjusting the core positions of the fastening holes, it ispossible to insert an eccentric collar into the fastening hole, toinsert a shim into the fastening hole, or to provide the fastening holewith an adjustive screw mechanism which can freely approach and recederelevant to a bolt shaft.

Moreover, to attain the foregoing object, the present invention providesa method of fitting a tire-and-wheel assembled body to an axle, in whicha tire is fitted to a wheel including a hub hole arranged so as toeffectuate free displacement of a core thereof, and then a core positionof the hub hole is adjusted to minimize an amount of eccentricity of theassembled body including the tire and the wheel.

In this way, the wheel including the hub hole arranged to effectuatefree displacement of the core is used and the core position of the hubhole is adjusted such that the amount of eccentricity of the assembledbody including the tire and the wheel is set to the minimum.Accordingly, it is possible to resolve imbalance in the state where theassembled body including the tire and the wheel is fitted to the axle.In this case, it is preferred to measure runout of the assembled bodyaround a standard rotation axis of the wheel and to displace the core ofthe hub hole from the standard rotation axis toward a peak position ofthe runout.

As means for adjusting the core position of the hub hole, it is possibleto insert an eccentric collar into the hub hole, to insert a shim intothe hub hole, or to provide the hub hole with an adjustive screwmechanism which can freely approach and recede relevant to a hub shaft.

Furthermore, to attain the foregoing object, the present inventionprovides a method of fitting a tire-and-wheel assembled body to an axle,in which a tire is fitted to a wheel including a preprocessed hub hole,and then the hub hole is reprocessed to minimize an amount ofeccentricity of the assembled body including the tire and the wheel.

In this way, the wheel including the preprocessed hub hole is used andthe hub hole is reprocessed such that the amount of eccentricity of theassembled body including the tire and the wheel is set to the minimum.Accordingly, it is possible to resolve imbalance in the state where theassembled body including the tire and the wheel is fitted to the axle.In this case, it is preferred to measure runout of the assembled bodyaround a standard rotation axis of the wheel and to reprocess the hubhole while setting a position corrected from the standard rotation axistoward a peak position of the runout as a core position.

Furthermore, to attain the foregoing object, the present inventionprovides a method of fitting a tire-and-wheel assembled body to an axle,in which a tire is fitted to a wheel including a hub hole, and then aplurality of fastening holes are processed around the hub hole tominimize an amount of eccentricity of the assembled body including thetire and the wheel.

In this way, the wheel including the hub hole is used and the pluralityof fastening holes are processed around the hub hole such that theamount of eccentricity of the assembled body including the tire and thewheel is set to the minimum. Accordingly, it is possible to resolveimbalance in the state where the assembled body including the tire andthe wheel is fitted to the axle. In this case, it is preferred tomeasure runout of the assembled body around a standard rotation axis ofthe wheel and to process the fastening holes while setting a positioncorrected in the same direction as a direction from the standardrotation axis to a peak position of the runout as a core position.

Furthermore, to attain the foregoing object, the present inventionprovides a method of fitting a tire-and-wheel assembled body to an axle,in which a tire is fitted to a wheel including a preprocessed hub hole,and then the hub hole is reprocessed and a plurality of fastening holesare processed around the hub hole to minimize an amount of eccentricityof the assembled body including the tire and the wheel.

In this way, the wheel including the preprocessed hub hole is used, andthe hub hole is reprocessed and the plurality of fastening holes areprocessed around the hub hole such that the amount of eccentricity ofthe assembled body including the tire and the wheel is set to theminimum. Accordingly, it is possible to resolve imbalance in the statewhere the assembled body including the tire and the wheel is fitted tothe axle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view exemplifying a tire-and-wheel assembled body inorder to explain a method of fitting a tire-and-wheel assembled body toan axle according to the present invention.

FIG. 2 is a cross-sectional view taken along the X—X line in FIG. 1.

FIG. 3(a) is a cross-sectional view and FIG. 3(b) is a plan view forshowing a collar for use in a first method of fitting a tire-and-wheelassembled body to an axle.

FIG. 4(a) is a cross-sectional view and FIG. 4(b) is a plan view forshowing the collar and a shim for use in the first method of fitting atire-and-wheel assembled body to an axle.

FIG. 5(a) is a cross-sectional view and FIG. 5(b) is a plan view forshowing another collar provided with an adjustive screw mechanism foruse in the first method of fitting a tire-and-wheel assembled body to anaxle.

FIG. 6(a) and FIG. 6(b) schematically show principal part of a wheel inthe first method of fitting a tire-and-wheel assembled body to an axle,in which FIG. 6(a) is a schematic plan view in the event of measuringrunout and FIG. 6(b) is a schematic plan view after adjusting corepositions of fastening holes.

FIG. 7(a) is a cross-sectional view and FIG. 7(b) is a plan view forshowing a collar for use in a second method of fitting a tire-and-wheelassembled body to an axle.

FIG. 8(a) is a cross-sectional view and FIG. 8(b) is a plan view forshowing a shim for use in the second method of fitting a tire-and-wheelassembled body to an axle.

FIG. 9(a) is a cross-sectional view and FIG. 9(b) is a plan view forshowing an adjustive screw mechanism for use in the second method offitting a tire-and-wheel assembled body to an axle.

FIG. 10(a) and FIG. 10(b) schematically show principal part of a wheelin the second method of fitting a tire-and-wheel assembled body to anaxle, in which FIG. 10(a) is a schematic plan view in the event ofmeasuring runout and FIG. 10(b) is a schematic plan view after adjustinga core position of a hub hole.

FIG. 11(a) and FIG. 11(b) schematically show principal part of a wheelin a third method of fitting a tire-and-wheel assembled body to an axle,in which FIG. 11(a) is a schematic plan view in the event of measuringrunout and FIG. 11(b) is a schematic plan view after reprocessing a hubhole.

FIG. 12(a) and FIG. 12(b) schematically show principal part of a wheelin a fourth method of fitting a tire-and-wheel assembled body to anaxle, in which FIG. 12(a) is a schematic plan view in the event ofmeasuring runout and FIG. 12(b) is a schematic plan view afterprocessing fastening holes.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Now, a constitution of the present invention will be described in detailwith reference to the accompanying drawings.

FIG. 1 shows a basic constitution of a tire-and-wheel assembled body,and FIG. 2 is a cross-sectional view taken along the X—X line thereof.In FIG. 1, a wheel W includes a disk portion 1 of a discoid shape, and arim portion 2 abutting on the disk portion 1. In the center of the diskportion 1, there is formed a hub hole 3 for allowing a hub shaft of acar body portion (an axle hub) to be inserted thereinto. In theperiphery of the hub hole 3, there are formed a plurality of fasteningholes 4 for allowing bolts of the car body portion to be insertedthereinto. A collar 5 for defining a core position 4A is put in each ofthe fastening holes 4. An assembled body A is formed by setting a tire Tonto the rim portion 2 of this wheel W.

According to a first method of fitting a tire-and-wheel assembled bodyto an axle, the wheel including the plurality of fastening holes 4arranged to effectuate free displacement of the cores is used and thecore positions 4A of the fastening holes 4 are adjusted so as tominimize an amount of eccentricity of the assembled body A including thetire T and the wheel W.

Constitutions as illustrated in FIG. 3(a) to FIG. 5(b) can be cited asmeans for adjusting the core positions 4A of the fastening holes 4. InFIG. 3(a) and FIG. 3(b), the collar 5 to be inserted into the fasteninghole 4 is designed as eccentric. Accordingly, it is possible to adjustthe core position 4A by rotating the collar 5 inside the fastening hole4. In this case, it is preferred to prepare several types of collars 5with different amounts of eccentricity. In FIG. 4(a) and FIG. 4(b), ashim (a wedge) 6 is inserted into the collar 5. Accordingly, it ispossible to adjust the core position 4A by changing a position of theshim 6 inside the collar 5. If the collar 5 is not provided, then theshim 6 may be inserted directly into the fastening hole 4. In FIG. 5(a)and FIG. 5(b), the collar 5 is provided with an adjustive screwmechanism 7 which can freely approach and recede relevant to a boltshaft. This adjustive screw mechanism 7 has a constitution of puttingscrews 7A severally into a plurality of screw holes formed on the collar5. Accordingly, it is possible to adjust the core position 4A bymutually changing amounts of protrusions of these screws 7A. If thecollar 5 is not provided, then the adjustive screw mechanism 7 may beformed directly on the fastening hole 4.

To minimize an amount of eccentricity of the assembled body A, as shownin FIG. 6(a), runout of the assembled body A is measured around astandard rotation axis R of the wheel W, and then all the cores of thefastening holes 4 are displaced in the same direction as a directionfrom the standard rotation axis R toward a position where a peak(RRO_(max)) of the runout is located. In other words, whereas the corepositions 4A of the fastening holes 4 are normally located inequivalently distant positions from the standard rotation axis R of thewheel W, the core positions 4A are displaced from the original positionsin a certain direction as shown in FIG. 6(b). The amount of eccentricityof the fastening hole 4 can be calculated based on a primary peak of therunout. Meanwhile, the hub hole 3 may be formed in a size so as not torestrict centering of the hub shaft.

The wheel W including the fastening holes 4 arranged to effectuate freedisplacement of the cores is used as described above, and the corepositions 4A of the fastening holes 4 are adjusted so as to minimize theamount of eccentricity of the assembled body A. Accordingly, it ispossible to resolve imbalance in a state of fitting the assembled body Aincluding the tire T and the wheel W to the axle. As a result, it ispossible to reduce or eliminate balance weights made of lead or iron,which have been conventionally used. Upon changing the tire, it ispossible to conduct readjustment or to install balance weights as in thepast.

According to a second method of fitting a tire-and-wheel assembled bodyto an axle, a wheel including a hub hole 3 arranged to effectuate freedisplacement of a core is used, and a core position 3A of the hub hole 3is adjusted so as to minimize an amount of eccentricity of an assembledbody A including a tire T and the wheel W.

Constitutions as illustrated in FIG. 7(a) to FIG. 9(b) can be cited asmeans for adjusting the core position 3A of the hub hole 3. In FIG. 7(a)and FIG. 7(b), an eccentric collar 8 is inserted into the hub hole 3.Accordingly, it is possible to adjust the core position 3A by rotatingthe collar 8 inside the hub hole 3. In this case, it is preferred toprepare several types of collars 8 with different amounts ofeccentricity. In FIG. 8(a) and FIG. 8(b), a shim (a wedge) 9 is insertedinto the hub hole 3. Accordingly, it is possible to adjust the coreposition 3A by changing a position of the shim 9 inside the hub hole 3.In FIG. 9(a) and FIG. 9(b), the hub hole 3 is provided with an adjustivescrew mechanism 10 which can freely approach and recede relevant to ahub shaft. This adjustive screw mechanism 10 has a constitution ofputting screws 10A severally into a plurality of screw holes formed onthe hub hole 3. Accordingly, it is possible to adjust the core position3A by mutually changing amounts of protrusions of these screws 10A.

To minimize an amount of eccentricity of the assembled body A, as shownin FIG. 10(a), runout of the assembled body A is measured around astandard rotation axis R of the wheel W, and then the cores of the hubhole 3 is displaced from the standard rotation axis R toward a positionwhere a peak (RRO_(max)) of the runout is located. In other words,whereas the core position 3A of the hub hole 3 normally coincides withthe standard rotation axis R of the wheel W, the core position 3A isdisplaced from the original position in a certain direction as shown inFIG. 10(b). The amount of eccentricity of the hub hole 3 can becalculated based on a primary peak of the runout. Meanwhile, eachfastening hole 4 may be formed in a size so as not to restrict centeringof a bolt shaft.

The wheel W including the hub hole 3 arranged to effectuate freedisplacement of the core is used as described above, and the coreposition 3A of the hub hole 3 is adjusted so as to minimize the amountof eccentricity of the assembled body A. Accordingly, it is possible toresolve imbalance in a state of fitting the assembled body A includingthe tire T and the wheel W to the axle. As a result, it is possible toreduce or eliminate balance weights made of lead or iron, which havebeen conventionally used. Upon changing the tire, it is possible toconduct readjustment or to install balance weights as in the past.

According to a third method of fitting a tire-and-wheel assembled bodyto an axle, a wheel including a preprocessed hub hole 3 is used, and thehub hole 3 is reprocessed so as to minimize an amount of eccentricity ofan assembled body A including a tire T and the wheel W.

Specifically, runout of the assembled body A is measured around astandard rotation axis R of the wheel W as shown in FIG. 11(a), and thenthe hub hole 3 is reprocessed while setting a position corrected fromthe standard rotation axis R toward a position where a peak (RRO_(max))of the runout is located as a core position 3A as shown in FIG. 11(b).Note that a dimension upon preprocessing is set up sufficiently smallerthan a dimension upon reprocessing. In this way, the preprocessed holecompletely vanishes in the event of reprocessing. The amount ofeccentricity of the hub hole 3 can be calculated based on a primary peakof the runout. Meanwhile, each fastening hole 4 may be formed in a sizeso as not to restrict centering of a bolt shaft.

The wheel W including the preprocessed hub hole 3 is used as describedabove, and the hub hole 3 is reprocessed so as to minimize the amount ofeccentricity of the assembled body A. Accordingly, it is possible toresolve imbalance in a state of fitting the assembled body A includingthe tire T and the wheel W to the axle. As a result, it is possible toreduce or eliminate balance weights made of lead or iron, which havebeen conventionally used. Upon changing the tire, it is possible toconduct readjustment or to install balance weights as in the past.

According to a fourth method of fitting a tire-and-wheel assembled bodyto an axle, a wheel including a normal hub hole 3 is used, and aplurality of fastening holes 4 are processed around the hub hole 3 so asto minimize an amount of eccentricity of an assembled body A including atire T and the wheel W.

Specifically, runout of the assembled body A is measured around astandard rotation axis R of the wheel W as shown in FIG. 12(a), and thenthe fastening holes 4 are processed while setting positions corrected inthe same direction as a direction from the standard rotation axis Rtoward a position where a peak (RRO_(max)) of the runout is located ascore positions 4A as shown in FIG. 12(b). Although these fastening holes4 are displaced from positions equivalently distant from the hub hole 3,relative collocations thereof may be set as in the past. These fasteningholes 4 may be preprocessed in advance. In that case, a dimension uponpreprocessing is set up sufficiently smaller than a dimension uponreprocessing. In this way, the preprocessed hole completely vanishes inthe event of reprocessing. The amount of eccentricity of the fasteninghole 4 can be calculated based on a primary peak of the runout.Meanwhile, the hub hole 3 may be formed in a size so as not to restrictcentering of a hub shaft.

The wheel W including the hub hole 3 is used as described above, and theplurality of fastening holes 4 are processed around the hub hole 3 so asto minimize the amount of eccentricity of the assembled body A.Accordingly, it is possible to resolve imbalance in a state of fittingthe assembled body A including the tire T and the wheel W to the axle.As a result, it is possible to reduce or eliminate balance weights madeof lead or iron, which have been conventionally used. Upon changing thetire, it is possible to conduct readjustment or to install balanceweights as in the past.

Moreover, it is possible to adopt the third and fourth methods offitting a tire-and-wheel assembled body to an axle in combination.Specifically, it is possible to use a wheel including a preprocessed hubhole 3, and to reprocess the hub hole 3 so as to minimize an amount ofeccentricity of an assembled body A including a tire T and the wheel Was well as to process a plurality of fastening holes 4 around the hubhole 3.

In the present invention, an amount of adjustment of a core position ispreferably set in a range from 0.05 to 1.0 mm, or more preferably in arange from 0.05 to 0.3 mm. An effect of adjustment is inadequate if theamount of adjustment is below 0.05 mm. On the contrary, if the amount ofadjustment exceeds 1.0 mm, there is a risk in the case of changing thetire by means of installing balance weights that the new tire mayrequire more balance weights than a conventional case depending on thecombination.

As described above, according to the present invention, in order tominimize an amount of eccentricity of an assembled body including a tireand a wheel, core positions of fastening holes are, or a core positionof a hub hole is, adjusted in the wheel. Accordingly, it is possible toresolve imbalance in a state of fitting the assembled body including thetire and the wheel to an axle, and also to reduce or eliminate weightsmade of lead that are undesirable for the environment. In particular,the present invention can achieve remarkable operational effects whenapplied to genuine parts of an automotive manufacturer because the typesof the tire and the wheel are specified.

Although the present invention has been described in detail withreference to certain preferred embodiments, it should be understood thatvarious modifications, substitutions and alterations can be made thereinwithout departing from the spirit and scope of the present invention asdefined by the appended claims.

1. A method of fitting a tire-and-wheel assembled body to an axle toform an assembled body so that an amount of eccentricity of theassembled body can be minimized, the method comprising the steps of:fitting a tire to a wheel including a preprocessed temporary hub hole toform the tire-and-wheel assembled body; measuring runout of theassembled body around a standard rotational axis of the wheel toestablish a peak position of the runout; forming a hub hole into thewheel, the hub hole being larger than the temporary hub hole with anassociated core position being displaced relative to the standardrotational axis toward the peak position of the runout; and mounting thetire-and-wheel assembled body to the axle.
 2. A method of fitting atire-and-wheel assembled body to an axle to form an assembled body sothat an amount of eccentricity of the assembled body can be minimized,the method comprising the steps of: fining a tire to a wheel including ahub hole to form the tire-and-wheel assembled body; measuring runout ofthe assembled body around a standard rotational axis of the wheel toestablish a peak position of the runout; determining normal corepositions of fastening holes around the standard rotational axis of thewheel, the normal core positions being disposed at a predeterminedradius from the standard rotational axis with sequential ones of thenormal core positions being angularly disposed apart equidistantly fromone another at a predetermined angle; forming the fastening holes intothe wheel with associated core positions being displaced relative torespective ones of the normal core positions in a same direction as thedirection of the peak position of the runout; and mounting thetire-and-wheel assembled body to the axle.
 3. A method of fitting atire-and-wheel assembled body to an axle to form an assembled body sothat an amount of eccentricity of the assembled body can be minimized,the method comprising the steps of: fitting a tire to a wheel includinga preprocessed temporary hub hole to form the tire-and-wheel assembledbody; measuring runout of the assembled body around a standardrotational axis of the wheel to establish a peak position of the runout;forming a hub hole into the wheel, the hub hole being larger than thetemporary hub hole with an associated core position being displacedrelative to the standard rotational axis toward the peak position of therunout; determining normal core positions of fastening holes around thestandard rotational axis of the wheel, the normal core positions beingdisposed at a predetermined radius from the standard rotational axiswith sequential ones of the normal core positions being angularlydisposed apart equidistantly from one another at a predetermined angle;forming the fastening holes into the wheel with associated corepositions being displaced relative to respective ones of the normal corepositions in a same direction as the direction of the peak position ofthe runout; and mounting the tire-and-wheel assembled body to the axle.